Control apparatus



P 1949' E. E. HEWITT ET AL 2,482,274

CONTROL APPARATUS Original Filed Sept. 5, 1943 I 2 Sheets-Sheet 1 sfop bAHEAD Run ASTERN Run IO LO INVENTORS Ellis E. Hewitt fig. 1

BY a m ATTORNEY Arllwr ilanson Sept. 20, 1949. E. E. HEWITT ET AL 2,

2 Shee'ts-Sheet 2 CONTROL APPARATUS Original Filed Sept. 3, 1943 ASTER-N +{4QAHEAD w 8 5 MW 11 N] wi W8 Arthur Glarson Qdf ATTORNEY Patented Sept. 20, 1949 CONTROL APPARATUS Ellis E; Hewitt, Edgewood, and. Arthur G. Larson, Forest Hills, Pa., assignors to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Original application September 3, 1943, Serial No.

501,062, now Patent No. 2,454,509, dated November 23, 1948. Divided and this application June 20, 1944, Serial No.- 541,218-

5 Claims.

This invention relates to control apparatus and more particularly to a control system embodying a plurality of reversible propulsion engines; the present application being a division of our copendin application Serial No. 501,062, filed September 3, 1943-, now Patent No. 2,454,509, dated November 23, 1948.

In the copending application of Roy R. Stevens and Arthur G. Larson, Serial No. 494,612, filed July 14, 1943,. there is disclosed a ships control system embodying two reversible Diesel type engines and manually controlled pneumatic means for selectively controlling the starting, stopping, reversing and speed or power output of the engines, and for also controlling individual coupling means for connecting and disconnecting each engine to and from a ships propeller and for further controlling braking means for braking the propeller shaft.

One object of the invention is the provision of a novel control system of the above general type.

The above described system embodies an individual lever for controllin the starting, stopping, and reversing of each engine and. for also controlling the propeller shaft brake, and another lever for controlling the speed or power output of the engines either singly or in multiple.

Another object of the invention is the provision of a control system embodying a single manually operable lever for controlling all of these operations in connection with two engines, either individually or in multiple.

Still another object of the invention is the provision of a control system for a plurality of engines embodying a single manually operable to shift or condition these cams in accordance with the direction in which it is desired to start and runthe engine. Moreover, it is also desirable to cause the cams to be thus conditioned or shifted to the desired position before the starting means for the engine is operated.

In the copending application hereinbefore referred to, the manually operative starting, stopping, and reverse control means for each engine is provided with a lever having. a neutral or stop position for stopping the engine and is movable therefrom in one direction, to first, a shift position to cause shifting of the engine cams to provide for operation of the engine in one direction. The lever is then movable further to a start position to start the engine in the selected direction, and after thus starting, the lever is pulledv back. to a run position in which it remains until such time as it is desired to either stop or re-- verse the engine. The lever is also movable from stop position in the reverse: direction to reversely arranged. shift, start and run positions for placing the engine inoperation in the reverse direction.

Inorder to insure that the cams will be shifted to the desired position before starting of the engine occurs, automaticallyoperable blocking means are provided to prevent the operator moving the:

controlv lever past either shift-position to the respective start position until after the cams are properly shifted. After the cams are thusproperly conditioned the blocking means becomes ineffective and permits movement of the lever to the selected start position.

Another object of the invention is the provision of a novel arrangement for accomplishing the results just described without, however, interfering with movement of the manually operative lever from step position to the selected start position. With this novel arrangement the operator may move the control lever from stop position directly and without any hesitation, to the selected start position, and automatic means is thereby set into operation to cause proper conditioning of the engine cams, and after, and only after, the cams are thus properly conditioned, the automatic means provides for operation of engine starting means in accordance with the selected start position of the control lever.

The improved system thus: provides for selective starting, stopping, and reversing of either engine individually, or of both in unison, as determined by the condition of the selector valve. Since: the direction of operation of the engines is determined by the position of the single control lever, the twoengines cannot be started and run in opposite directions at the same time, which is. desirable where the two engines are arranged to drive a. common propeller. The selector valve 013 the engines also controls the brake on the pro-- peller shaft in order to attain prompt stopping of the engine or engines any time when the lever is operated to reverse same. The brake is released only with the control lever in either run position.

Other objects and advantages will be apparent from the following more detailed description of dash'linel9, for relieving the pressure of fluid the invention. r In the accompanying drawings: Fig. 1 is a diagrammatic view, partly iii'section and partly in outline, of a control system'embodyin the invention; Figs. 2 and 3 are sectional views taken' on lines 2-2 and 33, respectively, in Fig. 1; Fig. 4 is a partial plan view of 'a'manual controller shown in Fig. l, a portion of the operating lever being shown in cross section; Figsi 5 and 6 are diagrammatic views of a selector valve device shown in Fig. 1 but with the valve thereof shown in different positions; and Fig. 7 is an enlarged. sectional view of a portion of the control apparatus associated with each engine and shownin elevation in Fig. 1.

Description Referring to Fig. 1, the novel control system, certain parts of which are generally similar to or substantially the same as parts of the System disclosed in the copending application above referred to comprises a plurality of reversible engines] and 2 of the Diesel type connected by clutches preferably in the form of liquid couplings 3 and 4, respectively to a common drive shaft 5 which is connected through a reduction gear 6 to a single ships propeller shaft 1. By this arrangementthe propeller of a ship may be driven in either direction by both engines I and 2 upon filling both couplingswith liquid, or by either engine individually upon filling the respective fluid coupling with liquid and draining the liquid from the other fluid coupling, by any conventional filling and draining mechanism.

The filling and draining mechanism for each of the fluid couplings 3 and 4 may be controlled by a lever 8 having, what may be termed, a dump position for draining the coupling, and a fill position for filling the coupling. In the drawing the lever 8 of each coupling is shown in the'dump position, while the fill position of the lever is indicated by a dot and dash line 9. Each lever 8 is connected by a rod to a piston II, the chambers at the opposite sides of the piston bein open to pipes I2 and I3, respectively.

Fluid under pressure supplied through pipe I2 to one side ofpiston ll when the opposite side is vented by way of pipe l3, will move the piston l I and thereby the rod 8 to the dump position in which it is shown in the drawing, while release of fluid under pressure from pipe l2 and supply of fluid under pressure to pipe l3 will actuate the piston H to move the lever 8 to the flll position indicated bythe dot and dash line 9 in Fig. 1. I

The reference numeral l designates an operators control stand which, on a ship, may be located in the pilot house, and associated with the stand are two' independently operative coupling control devices l6 and H, for controlling control pistons H for the fluid couplings 3 and 4, respectively. Each of the control devices l6 and I! may be identical and of any suitable structure, comprising an operating lever I8 and valve means (not shown) conditionable by said lever for selectively controlling the supply and release of fluid under pressure to and from pipes l2 and I3'leading to opposite sides of the respective coupling control piston H. The lever [8 of each control device may have a dump position in which it is shown in the drawing for releasing fluid under pressure from the respective pipe "[3 and for supplying fluid under pressure to the respective pipe l2 and may be movable from this position to a fill position,-indicated by a dot and ner above described.

A brake is associated with the propeller shaft I for braking said shaft and thereby the propeller (not shown), and, through the medium of the reduction gear 6, the drive shaft 5 and engines I ,vice 24 will actuate the lever 23 to apply the brake shoes to the drum, while the shoes will be released from the drumupon release of fluid under pressure from said cylinder device.

A relay valve device 25, of any suitable structure, arranged for control by fluid under pressure through a pipe 26, is provided for controlling through a pipe 21 the operation of the brake cylinder device 24. Upon supply of fluid under pressure to pipe 26, the relay valve device 25 will operate to supply fluid under pressure from any suitable source, such as a pipe 28, to the brake cylinder device 24, while upon release of fluid under pressure from pipe 26, the relay valve device will operate to release fluid under pressure from the brake cylinder device 24. j 8

Structures of the general type so far described are so well known that no further description' present appligine in one direction and to another position to' provide for operation of the engine inthe reverse direction. For shifting the cams; each engine may be provided with a fluid motor 30 embodying a ram 3| (Fig. 7) which is operable by fluid under pressure to condition the cam shaft to provide for operation of the engine in one direction, such as for instance to cause movement of the ship in an ahead direction. Each motor 30 may also embody a ram 32 operable by fluid under pressure to condition the camshaft to provide for operation of the engine in the reverse direction, as for obtaining astern movement of the ship.

The ram 3| has at one side a pressure chamber 33 to receive actuating fluid and said ram is shown in Fig.7 in the position to which it will be moved by such fluid'for conditioning the cam shaft for ahead movement of the ship, under which condition the ram 32 will occupy the position shown. With ram 32 in a position corresponding to that of ram 3| as shown in Fig. 7, the cams of the engine will be conditioned to provide forastern movement of the ship. The ram 32Ihas' at one side a pressure chamber 34 to receive fluid under pressure for moving it to the cam shifted position just mentioned. Movement of either ram by fluid under pressure to the position in which ram: 3t is shown. in the drawing, will cause movement. of the other ram to its other position, i. e., to the position in which the ram 32 is shown. Themeans whereby upward movement or one ram is effected upon downward movement of the other ram by fluid under pressure is not shown in thedrawings and is: not pertinenttothe invention;

A valve device is associated with each of the engines for controlling the supply and releaseof fluid under pressure to from the ram pressure chambers 33 and 33- by way of pipes 3-6 and 31', respectively. As shown in Fig. 7, the valve device 35 may comprise a casing having a chamher 3601/ arranged tobe constantly supplied with fluid under pressure from any suitable source by way of a, pipe 3Ta. The chamber 36a contains two poppet valves 38- and 39 which are normally urgedto a seated or closed; position by springs 40 and M, respectively. The valve 38 has a stem- 42 extending through a bore connectirrg chamber 36 to a chamber 4 -3 and thence through chamber 43 and a wall thereof tothe exterior of the casing. The valve 39 has a stem M extending through a- Si-m-ilar chamber 45 to the exterior of the casing.

The two valve stems 4'2 and M are arranged in parallel spaced relation. The portions of valve stems 4 2 and 4W adjacent the valves and extending into chambers 43 and 4-5, respectively, are fluted to allow flow of fluid under pressure to said chambers from chamber 360 upon unseating of thetvalves'. The remainder-of the valve stems are cylindrical in. form and the fit there'- between and the respective bores is such as to prevent any material loss of fluidunder pressure from chambers 43 and 45 when the valves are open, but to allow release oi fluid under pressure from. said chambers, when the valves are closed, by way of clearance space around the stems. The chambers 43 and Q5 are connected respectively to pipes 36 and 31, and it. will be evident that with valve 38 open and valve 39 closed, fluid under pressure will be supplied through pipe. 35 to" chamber 33 to actuate the ram- 31,. while the ram. chamber 34 will be vented byway of pipe 31 and chamber 45 and pastv the stem- 44 ot valve 3& tothe atmosphere. If valve. so is open. with valve 38 closed, fluid under pressure will be, supplied to chamber 34'- to actuate ram. 32, while chamber 33 above the ram at will be vented to atmosphere past the stem 42 of valve 38.

Each engine isprovided with a conventional maneuvering gear which may comprise a rock shaft 47,. and a power operable lever 4e and a manually operable lever 480 both of which are connected to; said: shaft for rocking, same to controd the starting, stopping, and reversing of the engine. As indicated by legends in Fig- 7, the levers 4 8; 48a have a neutral or Stop position and at one or an Ahead side, thereof a Shift. position. a.Eun position, and a Start. position, and at the opposite or an Astoria side, oppositely arranged Shitt, Run and Start positions; the two Shift positions; being arranged immediately adjacent the;- Stop position and the two Start positions most remote.

The lever 48' associated with eachen'gine is provided with an operating. member &9 disposed to rock across the ends of the valve stems: t2 and 44 of the respective valve device 3.5.. The member 49 has. a raised portion E arrangedto unseat the valve 38 in and only in- Shift position of lever 48. at the: Ahead side of Stop position,

and another raised portion ill arranged to unseat; valve 38; in and only in. the. other Shirt. position. It will thus be seen that if lever H is moved in the Ahead' direction, the valve 38 will operate to supply fluid under pressure: to chamber 33 for moving the ahead ram 3! to its inner position show-n in the drawing while the astern ram 32 will be free to move to its outer position, for thereby setting the cams: in the en'- gine toprovide for starting of the engine in the direction to cause ahead movement of the ship. lf lever 48 is, however, moved in the Astern direction to Shift position, the valve 39 will be operated tosupply fluid under pressure to move the astern ram 32 to its inner position while the ram 3| will be moved to its outer position, to thereby provide for startingof the engine in the opposite direction.

In use, it is desiredthat lever- 48 of engine I will remain in the Shift position at the selected side of Stop position until after the respective ram 31- or 32 has moved to its inner position to properly condition the engine cams, and then the lever may be moved further to the Start positionto cause starting of the engine in the selected direction. After the engine is thus started, the lever 98 will be moved back to the adjacent Run position in which it will be carried until it is later described to stop or reverse the engine.

The lever 48 associated with engine 2 has the same control positions. as that associated with engine f, and is operable upon movement to. such positions to contro1 the starting, stopping, and reversing of said engine in the same manner as above described in connection with engine f.

A power actuator 53" is associated with each of the engines I and 2 for moving the. respective maneuvering gear lever 48 to its different positions. Each actuator comprises a bracket. 54 securedto the respective engine, an ahead motor 55' mounted on said bracket at one side of said lever and an astern motor 56 mounted on said bracket at the opposite side of said lever.

The two motors 55' and 55 of each actuator are of identical construction, each comprising a piston 51 and a rod 55 projecting from one side of said piston through a non-pressure chamber 59 for contact with the adjacent side of lever 48. Encircling the rod 58 within each non-pressure chamber 59 is a movable stop 60 and a coil spring 6| under a chosen degree of pressure. This spring bears at one end against the stop 60 and is supported at the opposite end on a shoulder 52- in the casing. One end of stop 6!! is arranged for contact with piston 5"! while at the opposite end is an outturned collar 53 for contacting a shoulder 5'4 in the casing to limit movement of the stop by spring 5i. but providing for movement of said stop and of the respective. piston against said spring in the direction of lever 4.8. With collar 53 in contact with shoulder 6 and piston 51 in contact with stop 60, the end of piston rod 58'wil1' jr'ust engage the lever 4'8'when said lever is in its Stop position as shown in. the drawing.

Each motor 55 and 56 further comprises a movable stop encircling rod 58 within spring El. A:- precompressed' spring 66 encirclingrod 58 within stop bears at one end against said step urging same in the direction of the respective piston 51, while the opposite end of said spring is supported on an annular shoulder 61 in the casing. Each stop 65 is provided at one end with an annular collar 68 arranged to cooperate with shoulder- 62" in the casing to limit movement of said stop by spring 66 by providing for movement of said stop in the direction against said spring.

. With the two stops 6!] and 65 in each motor in contact at one end with shoulders 64' and 62, respectively, in the casing, the opposite ends of said stops are spaced from each other a distance equal to the degree of movement of lever 46 between Stop position and either Shift position at the point of contact between said lever and either piston rod 58. In Shift position of lever 46 at the Ahead side of Stop position the stop 66 is arranged to contact stop 65 in the ahead motor 55, while in the other Shift position the corresponding stops in the astern motor 56 are arranged to engage each other.

Piston 51 in each of the two motors 55 and 56 has at its outer face a pressure chamber 10 which in motor 55 is connected to an ahead control pipe while in the astern motor 56 chamber I is connected to an astern control pipe 13. A movable stop 15 is urged by a precompressed spring 16 into each pressure chamber for engagement by the respective piston 51, said stop having an annular collar 18 arranged to engage a shelf 79 in the casing for limiting such inward movement but providing for movement in the opposite direction against the opposing action of the respective spring. With collar 18 on stop in motor 56 in contact with the casing shelf I9, the opposite end of said stop is disposed for engagement with piston 51 in said motor to define Run position of lever 48 at the Ahead side of Stop position. Piston 51 in motor 56 is movable against the opposing action of the spring loaded stop 15 to a position in which said stop engages a surface 80 in the casing which defines the Start position of lever 48 at the Ahead side of Stop position. The Run and "Start positions of lever 48 at the Astern side of Stop position are defined in a like manner by the corresponding parts of the ahead motor 55.

The operation of the two actuators 53 is identical, each being controlled by different pressures of fluid provided in pressure chambers 76 of the two motors 55 and 56 through the respective ahead and astern control pipes H and I3. The operation of the actuator 53 associated with engine I will now be described with particular reference to Fig. 7.

When the engine is stopped, fluid at a chosen I pressure, such as 20 lbs. per square inch, is provided through both the ahead and astern control pipes H and L3 in pressure chambers 16 to act on pistons 51 in the two motors 55 and 56, and this pressure of fluid moves said pistons into contact with the respective stops 6|). The springs 6| exert pressure on stops 6D sufficiently in excess of this pressure of fluid on pistons 51 to maintain the collars 63 on said stops in contact with shoulders 64 in the casing and thus hold the pistons 5'! against movement past the positions in which they are shown in the drawing. In this position of the two pistons 51 the ends of the piston rods 58 engage, the opposite sides of lever 48 and hold said lever in its Stop" position shown. 7

To move the lever 48 from Stop position to Shift position at the Ahead side of "Stop position for conditioning the engine to operate in a direction to cause ahead movement of the ship, the astern control pipe 13 is opened to the atmosphere for relieving pressure of fluid in chamber 16 in the astern motor 56, while fluid at a chosen pressure, such as lbs. per square inch, is supplied through the ahead control pipe H to chamber 16 in the ahead motor 55, in a manner which will be later described. In the ahead motor 55, this pressure of fluid provided in chamber 10 to act on piston 51 overcomes the opposing force of spring 6| and moves said piston and stop 60 to a position in which said stop contacts the movable stop so that spring 66 then becomes eflective in conjunction with spring-6| to oppose further movement of the piston, the combined force of the two springs, in this position of the piston being sufficiently in excess of opposing pressure of fluid present in chamber 16 to prevent the'further movement of said piston in an inward direction.

Movement of the piston 51 in the ahead motor 55 to the position defined by contact between the respective stops 66 and 65 moves the lever 48 from its Stop position to its Shift position at the Ahead side of "Stop position. The lever 48 is thereby operated to actuate the valve device 35 to supply fluid to chamber 33 above the ahead ram 3| for effecting movement thereof to its innermost position for conditioning the cams in the engine to provide for starting same in a direction to attain ahead movement of the ship.

After lever 48 is moved to the Shift position at the ahead side of Stop, the pressure of fluid in chamber 10 of the ahead motor 55 is increased to a certain higher degree, such as 100 lbs. per square inch, and this pressure acting on piston 5'! in said motor moves said piston against the opposing force of both springs 6| and 66 into contact with movable stop 15 in the astern motor 56, and then moves said stop to the position in contact with surface 86in the casing, this movement being opposed by the additional force of spring 16 in the latter motor as will be apparent. In this position of piston 16 in the ahead motor 55, the lever 48 will be in the "Start position at the Ahead side of Stop position for causing starting of the engine, in any conventional manner, in the direction for causing ahead movement'of theship.

After the engine is started, as just described, pressure of fluid in chamber 10 in the ahead motor 55 is reduced to a chosen degree, such for example as 55 lbs., and this pressure acting on piston 51 in said motor produces a force less than the combined force of springs 6| and 66 in said motor plus that of spring 16 in the astern motor 56, but exceeding the combined forces of the two first named springs, whereby the spring 16 in motor 56 moves the piston 16 therein and thereby piston 76 in the ahead motor 55 to a position in which collar 18 on stop 10 in motor 56 engages the shelf 19, and in which position the lever 48 will be in its Run position at the Ahead side of Stop position. The lever will then be maintained in this run position by pressure of fluid maintained in chamber 76 of the ahead motor 55 and the opposing force of spring 16 in the motor 56, and said lever will remain in this position even in the event of failure of the fluid pressure in chamber 16 of the ahead motor 55, since under such a condition, the respective piston 51 and rod 58 will merely move out of contact with lever 48 under the action of the respective spring 6|, as will be apparent.

To return lever 48 to-Stop position for stopping the engine the pressure of fluid in the ahead control pipe 1| is reduced to 20 lbs. which permits springs 6| and 66 in the ahead motor 55 to act to return piston 51 of said motor back'to the position shown in the drawing, while fluid at the same pressure (20 lbs.) is supplied to theastern tor '56, and the pressure in the ahead control pipe H reduced, whereby the piston 51 in motor 156 will cause positionin of lever :48 in a manner which will be apparent from theabovedescription of operation of the ahead motor '55. Return of lever It from Run position at the Astern.-side of Stop position to Stop position may be accomplished by providing fluid at lbs. ipres sure through the ahead control pipe H in chain ber 10 :of the ahead'motor -55 upon a reduction in pressure in said chamber in motor .56 to .'a like pressure, as will .also .be apparent from the above description.

InJeach :of the control pipes H and I3 is a icut= out valve device 200 located for operation by the engineer for .either opening communication through the respective pipe or for closing such communication and for at the same time openin'g chamber 10 'inthe respective fluid :motor'55 or 56 tothe atmosphere. The purpose of these cutout valve devices is to enable the engineer :to-remove either engine from control by the pilot in case of trouble, suchas a broken oil linehandthen after the trouble has been corrected to permit the engineer to return the engine to the pilot for control. With either engine thus removed from control "by the pilot, the engineer by manual operation of lever 48a may stop theengine and restart same in either direction, as will be apparent.

The supplyof fluid under pressure to pressure z chambers 10 :in the ahead and astern motors :55 and 56 is arranged to :be controlled through two interlock valve devices 12 and 14, respectively which are associated with the ram motor of each engine, said interlock valve devices being preferably formed in what may be called a pres sure head 'for the ram pressure chambers 33 and 34 andhaving passages connecting-said chambegs to the respective control pipes 36 and v3'1. I

Both of the interlock .valve devices 12 and. .14 associated with each engineare identical in structureand asshown in Fig. 7 each has a chamber 81' containing a poppet valve 82 havinga fluted stem extending through a bore connecting said chamber to a chamber 83 formed .at-one side of a flexible diaphragm 84. The end or the val ve stem engages one side of diaphragm 84. At the opposite side of diaphragm 84 is a non-pressure chamber .85 open to the atmosphere :througna port 86 and containing a spring .81 actin on the diaphragm with a predetermined degreeor force tending to unseat the poppet valve 82. A bias spring 82a in chamber 8i acts on the poppet valve 82 .for urging it toward its closed position. With pressure .of fluid in chamber 83 acting on one side of the diaphragm 84 below a chosen .degree, such as .35 lbs. per square inch, the Spring 8! will hold the valve 82 open to allow flow of fluid from chamber 8| to chamber .83; but when the pressure of fluid in the latter chamber is increased to a degreeexceedin lbs. such pres: sure .will deflect the diaphragm-against springvliz'l to allow closing of valve 82 by spring 821;; Chamber .83 in the interlock valve device .12 is connected to the ahead control pipe I I whilefsaid engines.

10 chamber the interlock vane device 14 'iS con: nected to the aste'r 'n control pipe 13. f

Each of the twoiiiteilb'ek valve devices runner comprises a ty i'aass p pb t Vail/" 88 contained in the chamber 31 and having a stem 89 ekthd ing through a suitable tore the casing and a chamber 90 into re sure chamber 34 or 33 above the respective ra'm 3'2 or 31-. 'The portion of the stern extend-mg i oin valve 88 into chamber is flu-ted to allow new of fluid pressure from chamber B l to chamber at and thence to diaphragm chamber '83 with said Valve open; but the re mainder of said steih ext'endin'g into the pressure chamber above rain '32 .01 BI is cylindrical in form to minimize leakage of fluid under pressure froin ch ambe-r 911 to the chamber above the re s'p'ective ram. With the ram 32 or 34 in its upper most position, in which the rain 32 is shown in Fig. '7, the respective valve 88 will be unseated by engagement between said ram and the stem -"of said valve to thereby allow flow of fluid under pressure from ohai-nber 81 to chamber but with the ram out of this position the valve 88 will be closed by a spring 8| for closing this com munication bet'we'en chamber 81 and chamber 90.

Chambers .8! in the two interlock valve devices E 2 14 associated with engine :I areconnected b-y ahead. and aster-n control pipes 93 and 9'4; re spectively, to the control stand I5, while said chambers in the interlock valve devices T2 and id associated with engine 2 are connected by ahead and aster-.11 control pipes 95 and Elli, respec' tiv'ely, to said control stand.

The reference numeral -91 applied to each on gine indicates a speed or fuel governor control shaft which is rock-able to vary the amount of fuel supplied to the engine and thereb'ythes'ped or power output of the engine; A lever 98 isc'onnected atone end to each shaft 91 for rocking same, said lever beingsh'own in thedrawing in a position for providing operation of the engine at an idling speed. and being wartime-from this position to increase the speedorpower output of the engine, the maximum speed :or output being at tained in a position of the lever such as indi cated :by zdot-anddas'h line 99.-

A fluid pressure controlled; speed regulating device H10 is provided for controlling the an: justment of lever 98 associated with engine I;

and a similar device '10:! is provided for-control ling theadjustnient of thecoi respondin'gl'ev'ei '98 associated with engine :2. 'Each of thesed'e'vices is voperativel'y connected to :the respective gover nor lever 93 through means including a lever 10-2 and a linlr M13 and both are arranged forcontrol from a common :fluid pressure control pipe 104 for' varying the position of :the speed regulating lever .98 in accordance with :the' pressure of fluid insaid pipe; Thecontrol device i300 also embed ies means responsive to variations in pressure 6i fluid in a Vernier control .pipe for effecting minor adjustments or :the governor shaft 9! 6n engine I relative .to that on engine 2 inorderto' synchronize Lthespeed or power output of the two The main speed control pipe .154 and the Vernier control :pipe M5 are both connected to the controlstand 5L5. Thespeed.reg'ulatir'ig de vices Iilii and II]! are fully disclosed in the co pending application =.here inbefore referred :to; in

view of which and the ,ifact-thatsuch construe tion is .not pertinent to the present linventiomua further showing and description :thereof are not deemed essential herein.

7 N In additionito the two manually operative. cdu 7 5 plingcentrol valve devices :l. 6 and zlal here'inliefore' described, the control stand I5 comprises ahead.

and astern control valve devices H and III, respectively, and a selector valve device H2, said ahead and astern control valve devices bein provided for controlling operation of the ahead and astern motors 55and 56 of the actuator 53 associated with either or both of the two engines, as selected by the position of the selector valve device H2, as will be hereinafter brought out. The control stand further embodies a speed regulating device I I3 for controlling, through the medium of pipe I04, the speed or power output of the two engines; a vernier control valve device I I4 for controlling through pipe I05 operation of the speed regulating device I00 to effect minor speed adjustments of engine I with respect to engine 2 as above described, and a valve device H5 for controlling operation of the brake relay valve device 25.

Each of the valve devices I I0, I I I, and I I3 may be of any suitable self-lapping type, but preferably are of the type fully disclosed in the copending application hereinbefore referred to. Briefly, each of these valve devices comprises a movable plunger H6 and valve means (not shown) conditionable by displacement by said plunger from a normal position to supply fluid to a chamber H1 at a pressure proportional to the degree of such displacement. In the speed control device H3 the plunger H6 is shown in an uppermost position which provides for opening of the respective chamber ill to atmosphere, and is operable upon downward-movement from this position to supply fluid to said chamber at a pressure corresponding to the degree of such movement, as above mentioned. In the control devices H0 and III, however, the Dlungers H6 are shown in a slightly displaced position for providing fluid in the respective chambers I I! at a pressure such as 20 lbs. for reasons which will be brought out later. Movement of the plungers I I6 in the valve devices H0 and III in an upward direction will therefore provide for opening of the respective chambers Hi to atmosphere while movement in the opposite or downward direction will cause an increase in the pressure of fluid in said chambers to a degree corresponding to such movement, a maximum pressure such as 100 lbs. being obtainable in said chambers with the plungers displaced to a maximum degree by means to be later described. The vernier speed control device H4 may be identical to the control devices H0, III, and H3 just described, and a hand wheel H8 is provided for controlling the adjustment thereof and thereby the pressure oi fluid provided in pip I 05, for reasons before described. A similar vernier control device is also shown in the copending application hereinbefore referred to and in view of this a further description thereof in the present application is not deemed essential.

- Fluid under pressure. for supply to chambers H1 in the respective valve devices H0, HI,-I I3 and I I4 is provided to said devices through a common supply pipe I09 which, in use, is constantly maintained charged with fluid at constant chosen degree of pressure such as 100 lbs. by operation of a reducing valve device I I9 of any suitable structure.

According to one feature of the invention, operation of the ahead and astern control valve devices H0 and III, of the speed control device H3 and of the brake control device H5 is controlled by a single manually operable lever I20. One end of lever I20 is provided with a hand grip portion I2I for grasping by the operator, while associated with the opposite end is a cam I22 which is disposed in a'cavity I23 provided in a rock'- shaft I24. The lever I20-and cam I22 arerigidly secured on a shaft I25 extending through theaxis of rock shaft 124 at right angles thereto.

This shaft I25 is supported'and journaled at opposite ends in suitable bearings in the shaft I24.

posite end adjacent the control valve device III and with the two ends journaled in suitably,

spaced bearings I26 provided in the control stand.- Two oppositely arranged arms I30 and I3I=are secured at'their inner ends to the opposite ends" of shaft I25, outside of the rock shaft I24, for movement with the lever I20. These arms extend in opposite directions from the shaft I25 with their outer ends bent around the respective rock shaft bearings I26 soJas' to move in a;

plane including the axis of the rock shaft I24.

The outer or free end of arm I30 engages one end of a lever I32 which is pivoted at its opposite end to a fixed part of the control stand. Intermediate the ends of lever I32 is a boss I33 whichcontacts plunger I I6 of the astern control device I I0 for controlling operation of said device. The outeror free end of lever I3I engages one end of a lever I34 which is pivoted at its opposite end 'to any fixed part of the control stand. Intermediate the ends of lever I34 is a boss I35 which engages plunger H6 of the'ahead control valve device III for controlling operation of said device.

From the above description, it will be seen that rocking of lever I20 in a counterclockwise 'direction from a neutral position "as viewed inFig. 1 will actuate lever I32 and thereby the ahead control device I I0 to increase pressure of fluid in the respective chamber H! to a degree corresponding to the extent of movement'of said lever, while like movement of arm'l3l will permit lever I34 to movein the opposite direction and allow the astern control valve device II I to operate to open the respective chamber H! to atmosphere. On the other hand, movement of lever I20 from the neutral position in a clockwise direction will actuate the valve device I I I to supply fluid to the operation of the valve device H0'to open the rethus be seen that by selective positioning of lever I2I in either direction out of its neutral position the valve devices H0 orflll may be selectively caused to operate to provide any desired pressure of fluid in the respective chambers II I. With the lever I20 in'its neutral position shown, the two arms I30 and I3I and levers I33 and I34, respectively, are 50 arranged as to cause operation of valve devices H0 and II I to provide fluid at a certain chosen degree of pressure such as 20 lbs. in both of the respective chambers H1,

The lever I20 has a Stop orneutral position in which it is shown and is movable therefromin' a clockwise direction indicated by the legend Ahead to first a "Run position and then a Start position as also indicated by legends. At the opposite or Astern" side of "St op posi-' tion, the lever has corresponding, but reversely' arranged Run and Start'positions. It will thus be seen that the lever I20 has the same positions as lever 48 of the two actuators 53with the exception of the Shift positions at opposite The brake control device H comprises two oppositely seating poppet valves I3! and I38 contained in chambers I39 and I40 which are open to the fluid pressure supply pipe I09 and to atmosphere through a port I4I, respectively. The two valves I31 and I38 have axially aligned fluted stems extending in the direction of each other for engagement in an intermediate chamber I42 which is open to pipe 26 leading to the brake control relay valve device 25. A spring I43 in chamber I39 acts on the valve I3'I for urging same to its closed position and for at the same time opening the valve I38.

Chamber I40 also contains a plunger I44 suitably supported in the casing in axial alignment with valve I33 and with one end engaging said valve. The opposite end of plunger I44 extends outside of the casing in alignment with one end of an operating pin I45, which is suitably supported in a bore provided in a fixed portion of the control stand. The opposite end of pin I45 is sl-idably mounted in an axial bore provided in the adjacent end of the rock shaft I 24 and which bore opens to the cavity I23 therein. The cam I22 on the inner end of the operators lever I20 is provided with two spaced recesses I46 and I41 arranged to receive the end of pin I45 when lever I20 is in either one or the other of the two Run positions. With lever out of either Run position the end of pin I45 is arranged to contact the peripheral surface of cam I22 outside of the recesses I46 and M1. It will thus be seen that with lever I20 out of the Run positions the pin I45 will hold the valve I38 closed and the valve I 31 open to thereby allow flow Of fluid under pressure from pipe I09 to the relay valve device 25 to actuate same for effecting operation of the brake cylinder device 24 and thereby lever 23 and the brake shoes 22 to brake the propeller shaft 1. With the control lever I20 in either Run position, however, the pin I45 is free to move to the right into either one or the other of the recesses I46 and M1 in response to the pressure of spring I43 acting to seat the valve I3! and open the valve I38. Under this condition the pipe 26 leading to the relay valve device 25 is vented to amosphere past valve I38 and through port I4I to thereby cause operation of the relay valve device 25 and thus of the brake cylinder device 24 to effect a release of the brake on the propeller shaft I.

The rock shaft I24 is provided below the cam carrying shaft I25 with a depending cam I49 the peripheral surface of which is in contact with plunger I it; of the speed control device I I3. With the lever I26 in the position shown in Figs. 1, '2, and '3, the cam I29, allows maximum upward movement of plunger H6 to thereby provide for operation of the speed valve device II3 to open chamber II! and thereby the speed control pipe I'M to the atmosphere for eifecting operation of the speed regulating devices I00 and IOI to reduce the speed of the two engines to idling. Movement of lever I20 from this position in a clockwise direction as viewed in Fig. 3 or in the direction toward the top of the drawing as viewed in Fig. '2, will operate the cam I49 to displace the plunger I it of the valve device I I3 in a downward direction a distance proportional to the extent of such movement. It will thus be seen that on moving the lever I25 from the position shown in the drawing in the direction just described fluid under pressure will be supplied to both speed regulating devices I00 and IM for increasing the speed of the two enginesin accordance with the 14 extent of such movement, while return of the lever to the position shown in the drawing will eflect a reduction in the pressure of fluid supplied to-said devices to thereby reduce the speed of the engines. On proper adjustment of the lever I20 any desired speed of the engines above idling can therefore be obtained.

It will be noted that fluid under pressure will always be supplied to both speed regulating devices i0!) and IOI upon operation of lever I20, so that even if one engine is stopped, the respective speed regulating device will operate in the same manner as if the engine were running. This however is immaterial since with an engine stopped the fuel supply to the engine is cut-off as is well known.

A cover I150 is secured to the control stand I5 and has a relatively long slot I5I extending parallel to the axis of rock shaft I24 for guiding lever 20 in its movement between Stop position and the Start positions at the opposite sides thereof. This slot is so disposed as to hold the lever in a position in which the speed control device 113 is adjusted to open the speed control pipe I04 to the atmosphere. The cover also has two parallel slots I52 and I53 arranged at right angles to the slot I-5I, the slot I52 opening to the slot I5I in the Run position of lever I20 at the .Astern side of Stop position, while the slot =i53 opens to slot I5I in the other Run position. It will thus be seen that with the lever I20 in Stop position and in both Start positions the speed regulating device II3 will be adjusted to cause operation of the engines at idling speed, and the engines can be accelerated onl after the lever is moved out of either Start position back to the adjacent Run position, at which time it will be moved out of the slot I5I and into one or the other of the slots I52 or I53. Movement of lever I20 to the extreme end of either of the slots I52 and I53 provides for op-' eration of the speed control device II3 to obtain maximum speed or power output of the engine.

The selector valve device II2 comprises a casing containing a rotary valve I'55 which has three different operating positions as illustrated in Figs. 1, 5, and 6, respectively. A handle I55 is connected to the rotary valve I55 for turning same to any selected one of its different positions.

The forward and the astern control pipes 93 and 04 for the actuator 53 associated with engine I are connected to the seat of the rotary valve I55, as is the forward and astern control pipes '95 and S3 of the actuator 53 associated with engine 2. Chambers ill in the ahead and astern control valve devices H0 and Ill are connected respectively by passages I5! and I58 to the seat of the rotary valve I55. A passage I59 is also connected to the seat of the rotary valve I55 and is supplied with fluid at a pressure such as twenty pounds by any suitable regulating device I60 which maybe supplied with fluid under pressure from any suitable source such as pipe I09 which may be charged with fluid at a higher pressure, such as 100 pounds.

In Fig. 1 the selector rotary valve I55 is shown in a position providing for starting only of engine I while retaining engine 2 stopped. In this position of the rotary valve a cavity IBI therein connests the fluid pressure supply pipe I59 to both the forward and astern control pipes and 95 leading to the actuator '53 associated with engine 2 whereby the reduced pressure of twenty pounds supplied by the regulating valve device I 60 will 15 fio'w'to piston chambers III in the ahead and astern motors 55 and 56 of said actuator to thereby maintain the pistons 51 in said motors in the position shown in Fig; '7 for holding the respective maneuvering gear lever 48 in its Stop position. However, the ahead and asterncontrol pipes 93 and 94 from the actuator 53 associated with the engine I are connected through cavities I62 and I53 in the rotary valve I55 to pipes I58 and I5"! leading to chamber II'I of the astern and ahead control valve devices III and H0, respectively. With the operators control lever. I20 in its Stop position, causing operation of the valve devices H and III to supply fluid to the respective chambers I IT at a certain chosen pressure such as twenty pounds, such pressure will be eifective through the interlock valve devices I2 and I4 in chambers III of the ahead and the astern motors 5'5 and 58 of the actuator 53 associated with engine I to thereby maintain the pistons 51 in said motors and the respective maneuvering gear lever 38 in its Stop position in which engine I will also be stopped. It will be noted that the pressure of fluid supplied to the ahead and astern control pipes 95 and 95, and 93 and 94, as just mentioned, isefiective through the interlock valve devices I2 and I4 in the respective actuators 53 of engines 2 and I, since such pressure is insufficient to deflect the diaphragins 84 in the interlock valve devices against the springs 81, so that the valves 82 in said devices will be open.

7 It will now be seen that the selector valve device I I2 in the position shown in Fig. 1, the engine I is arranged for control by-lever I28 while the engine 2 is cut out of control and will remain stopped. r

If the operator now desires to start engine I in a direction to cause movement of the ship forwardly, he rocks the lever I 20 out of Stop position in the direction indicated by the legend Ahead to Start position for thereby effecting operation of the ahead control valve device I II to supply fluid at a maximum degree of pressure .to chamber II! in said device while all-owing the astern control valve device I II] to open its chamber I I! to atmosphere. Chamber 10 in the astern motor 56 of the actuator 53 associated with engine I will thus be opened to the atmosphere, while at the same time fluid at the 100 pounds pressure supplied by the control valve device III will flow through the ahead'control pipe 93 to the interlock valve device 12. Fluid thus supplied to the interlock valve device I2 associated with engine i will then flow past the respective open valve 82 to chamber 83 and thence to piston chamber ID in the ahead motor 55 of the respective actuator until the pressure obtained in said chambers is increased to the degree (thirty-five pounds) which overcomes the opposing force of spring 8! on the respective diaphragm 84 whereupon said diaphragm will be deflected against the opposing force of said spring .to allow seating of thevalve 82 so as to prevent further flow 0f fluid under pressure to the actuator 53.

This limited pressure of fluid obtained in chamber I0 in the ahead motor 55 of the actuator associated with engine I operates the respective piston 5'I as before described to move the maneuvering gear lever 48 in the Ahead direction from Stop position to Shift position to thereby operate the valve device 35 to supply fluid under pressure to chamber 33 to move the ahead ram 3| to its lower position shown in Fig.7 and at thesame time to move the reverseram 32 to 16' its "upper. position also shown in Fig. 'As'the reverse ram 32 is thus moved into its upper position, indicating that the cams in the engine have been properly set .for starting of the 'engine'to propel the ship forwardly, said ram unseats the valve 88, thereby opening a by-pass around the control Valve 82 which allows the fluid at pounds pressure provided in the vahead control pipe 93 with the operators control lever I20 in Start position at the Ahead side of Stop to become efiective in piston chamber 10 of the ahead motor 55 of the actuator associatedWit-h engine I. The actuator will then operate to move the maneuvering gear lever 48 to its Start position to effect starting of the engine, as above described. After the engine is thus started the operator moves the control lever I28 from the Ahead Start position to the Ahead Run position, thereby reducing the pressure of fluid supplied to the ahead control pipe 93 to the chosen lower degree such as fifty-five pounds. The corresponding reduction in pressure of fluid in chamber I0 of the ahead motor 55 of the actuator associated with enginel then allows the pressure of spring 16 acting on piston 51 in the astern motor to return the pistons of the two motors and thereby the maneuvering gear lever 48 from its Ahead Start position to its Ahead Run position, in which it will then remain as long as it is desired to operate the engine in this direc tion. a r

It will be noted that after the engine I,is started the return of lever I 20' to its Run position for causing return of the maneuvering gear lever 48 to its run position aligns said lever for movement into the slot I53, so that said lever may be then moved out of the slot I5I into the slot I 53 to obtain any desired speed or power output of engine I, with the engine 2 stopped.

If it is desired to stop the engine I :the oper ator returns the lever I28 from slot I53 intothe slot I5I for reducing the speed of the engine to idling and then moves said lever back to Stop position, for thereby actuating the valve device III to reduce the pressure of fluid supplied to the ahead motor 55 in the actuator associated with engine I to the chosen low degree of twenty pounds, while at the same time actuating the contro1 valve device. I I 0 to supply fluidat a corresponding pressure to the astern motor 58 of said actuator. The actuator 53 will :then operate to return'the maneuvering gear lever 48 to its Stop position for stopping the eng ne.

If the operator desires to start engine in the reverse direction for causing astern movement of the ship he moves lever I28 from Stop position in the Astern direction to Start. position to thereby effect operation of the valve device III] to supply fluid at maximum pressure to the astern control pipe 94 while allowing operation of'the ahead control valve device III to open the-ahead,

fluid control pipe 93 and thereby chamber I0 of the "respective aheadmotor 55 to atmosphere. Under the control of the interlock valve device 14 associated with engine 'I the actuator 53 then operates to first cause shifting of the cams in the engine to provide for reverse operation of the engine and then starting of the engine. After the engine is started, the operator returns lever I28 to the Astern Run position and the actuator associated with engine I will then return the lever 48 to its Astern Run position as will be apparent from the above description. I After the engine I is thus started in the reverse direction and the lever I 29 is moved back to its Astern Run position said lever will be aligned with slot I52, so that rocking of said lever into said slot may cause operation of said engine at any desired speed or power output.

In order to stop the engine operating in the reverse direction just described the operator need only return lever I29 out of slot I52 into slot II to provide for reducing the speed of the engine to idling and then move said lever back to Stop position in which the engine will be stopped.

If the operator now desires to use engine 2 while engine I is stopped, he turns the rotary valve I55 from the position shown in Fig. 1 to the position shown in Fig. 5, in which latter position a cavity I64 in the rotary valve connects passage I59 supplied with fluid under pressure from the regulating valve device I60 to the ahead and astern control pipes 93 and 94 leadin to actuator 53 associated with engine I, whereby said actuator will maintain the respective maneuvering gear lever 48 in its neutral position and the engine I therefore stopped. Also in the position of rotary valve I55 shown in Fig. 5 cavities I65 and I66 therein connect the ahead and astern control pipes 95 and 96 of engine 2 to the ahead and astern control valve devices III and III], whereby the actuator 53 associated with engine 2 will operate in response to operation of the control lever I20 to stop he en ne 2 or to selectively cause starting and running of said engine in either one direction or in the reverse direction, as desired, and to vary the speed of said engine, in a manner which will be readily apparent from the description of the control of engine I.

To stop engine 2 when desired, regardless of the direction of its operation, the operator need only return the lever I26 to its Stop position.

Now let it be assumed that the operator desires to employ both engines I and 2 to propel the ship. To accomplish this he turns rotary valve I55 of the selector valve device to the position shown in Fig. 6. In this position of the rotary valve a cavity I61 therein connects both ahead control pipes 93 and 95 to passage I58 leading to the ahead control valve device III, while another cavity I68 therein connects both astern control pipes 94 and 96 to passage I51 leading to the astern control valve device IIO. With the actuators 53 of both engines I, and 2 thus connected to the ahead and astern control valve devices III and H0 respectively, each engine will operate in the same manner as above described in response to operation of lever I29, but the operation of both engines will be in unison. It will thus be seen that both engines can be started together in either direction or stopped together, and it will also be apparent, that after both engines are started the speed or power output of both engines may be varied in unison by desired positioning of lever I29 in either slot I52 or slot I53.

When either engine I or 2 is stopped and the other engine is operating to drive the ship the hydraulic coupling 3 or 4 for the stopped engine will be drained as before described for disconnecting the engine from the propeller shaft 1.

Assuming that engine I is drivin the ship and that the operator desires to start engine 2 and connect same to the propeller shaft 1 to drive with engine I, the operator moves the selector valve device II2 to the position shown in Fig. 6 and with the lever I20 already in Run position, the actuator 53 associated with engine 2 will operate to condition the cams in said engine for causin same to operate in the same direction as engine I and then the parts of said actuator will move to their Run position corresponding to the position of lever I26. Lever I8 of the coupling control valve device I5 may then be moved to its fill position to cause operation of the coupling 4 to connect engine 2 to the common drive shaft 5, whereby the engine 2 will be started by engine I or by the ships propeller and said engine will then accelerate up to the speed of engine I and work in unison therewith.

Another method of starting engine 2 with engine I operating is for the engineer to operate the respective maneuvering gear actuator lever 48 to Start position by the manually operative lever 48a to start the engine after the selector valve device has been moved to the multiple control position shown in Fig. 6. After the engine is thus started lever 48a is released and lever 48 returns to Run position as determined by the position of lever I29. The coupling 4 may then be operated to connect engine 2 to the propeller.

In a manner which will be evident from the above description either engine I or 2 if stopped with the other operating may be started in the same direction as the operating engine and connected in with the operating engine to drive the propeller.

In case both engines are operating and the operator desires to stop either one while allowing the other to continue to run, he may turn the rotary valve I55 of the selector valve device to the position shown in Fig. 1 for stopping engine 2 or to that shown in Fig. 5 for stopping engine I. With the selector valve thus conditioned the actuator 53 of the engine selected to be stopped will move the respective lever 48 to Stop position in which the engine will stop. At the same time the operator will also dump the respective coupling 3 or 4 to disconnect the engine which he is stopping from the propeller shaft I, so as not to interfere with continued operation of the engine which he has selected to keep running.

It will be noted that the brake on the propeller shaft brake drum 2I is released with lever I29 in either Run position in which the ship is being driven by either or both engines; but is applied in all other positions of said lever. Two reasons for the brake is to provide rapid deceleration of the engine or engines at a time when it is desired to reverse same, and to then hold the propeller stopped while starting the engine in reverse.

Summary From the above description it will now be seen that we have provided a system providing for selective control of the starting, stopping and reversing of a plurality of Diesel engines, embodying a single control lever for controlling these operations well as for controlling the speed of the engines either individually or in multiple and for controlling a brake for the engine or engines. Operation or movement of the single lever provides for starting of the engine or engines in either direction only when conditioned to provide for operation of the engines at a chosen low speed, such as idling, and prevents operation to accelerate the engine or engines until after being started.

The engines with which the system is associated are of the type in which the maneuvering gear shaft must not be moved past either shift position to the selected start position until after the cams in the engines have been properly conditioned for starting in the selected direction, and interlock devices are associated with the engine cam shifting rams to automatically accomplish this end. These interlock devices preclude the need of any attention on the'part of the operator with respect to the shifting of the cams, so that the operator may move this control lever directly to the desired starting position. 7

Only one control lever is provided for controlling the starting, stopping and reversing of both engines as above mentioned, but associated therewith is a selector valve device which is adjustable by theoperatorto render either engine responsive and the other non-responsive to operation of said lever, or to render both engines responsive as desired, thus providing a relatively simple yet eificient control of the engines either individually orin multiple. j

Having now described the inventionwhat we claim as new and desire to secure by Letters Patent, is: 1

1. A control apparatus for two reversible prime movers each of which has a control member having a stop position and a first run and a first start position at one side of said stop position,land sec.- ond run and start positions at another side of said stop position, said apparatus comprising in combination, a first pipe and a secondpipe for each control member, power means associated with each control member and controlled by the pressure of fluid in the respective first and second pipes and comprising means operable upon establishing equal pressures of fluid in the last named pipes to effect movement of the respective control member to its stop position, each of said power means further comprising means cooperative with a certain pressure of fluid in the respective first pipe to move the respective control member to its first run position and with a different pressure of fluid in the respective first pipe to move the respective control member to its first start position, each power means further comprising means cooperative with pressures of fluid in the respective second pipe corresponding to said certain and difierent pressures to move the respective control member to its second run and start positions, respectively, valve means opera:- ble to supply fluid at said equal pressures, at said certain pressure and at said different pressure, a lever connected to operate said valve means, se-

lector means controlling communication between said pipes and valve means, and operable to either open communication between all of said pipes and said valve means to render both of said power means controllable in unison by said valve means, or to open communication between said valve means and the two pipes connected to either one of said power means while closing communication between said valve means and the other two pipes, and means cooperative with said selector means upon closing communication between said valve means and the two pipes connected to either power means to supply fluid at equal pressures to the last named two nines.

2. A controlapparatus for two reversible prime movers each of which has a control member having a stop position, and a first run and a first start position at one side of said stop position, and second run and start positions at another side of said stop position and each also having an adjustable speed regulating member, said apparatus comprising in' combination, a mechanism associated with and operable to control operation of said control member at each of said prime operable to control the respective speed regulating means, a control deviceoperable to control said mechanism at both of said prime movers, a lever having positions corresponding to those of said control member, means operable upon movement of said lever to its different positions to efiect operation of said control device and the two mechanismsto correspondingly position said control members, means providing for movement of said lever relative to'and without effect upon said control device, means for preventing movement of said lever relative to and without effect upon said control device in all positions of said lever expect from its run positions, and means'controlled by the last named movement of said lever operable to control said speed control means at both prime movers. l

V 3. In combination, two reversible primemovers, an operators control lever having a stop position for stopping said prime movers, a startposition for starting said prime movers in 'one direction, a run position in which it is carried after said prime movers are started in said one direction, another start position for starting said prime movers in the reverse direction and another run position in which said lever is carried after starting of said prime movers in said reverse direction, selector means operative to render either prime mover responsive and the other non-responsive to operation of said lever, or to render both prime movers responsive in unison, braking means for braking said prime movers, brake control means operable by said lever in its start positions to effect operation of said braking means to brake said prime mover, and means operable upon movement j of said lever to its run positions to effect operation of said brake control means to render said braking means inefiective.

4. In combination, a reversible prime mover, actuating means selectively operable to effect stopping of said prime mover and starting of same in either one direction or in the opposite direction, brakin means operable to brake said prime mover, speed control means operable to regulate the speed or power output of said prime mover, a single lever having forward and reverse start positions and operable therein to effect operation of said actuating means to start said prime mover in forward and reverse directions respectively, said lever having a run position adjacent each of said start positions and being operable therein to effect operation of said actuating means to provide for running of said prime mover after being started, said lever also having a stop position and being operable therein to effect operation of said actuating means to' stop said prime mover, brake-control means operable by said lever in its start and stop positions to render said braking means effective, means operable in the two run positions of said lever to eiiect operation of said brake control means to render said braking means ineffective, means for rendering said lever movable from either of its run positions relative to and without effect upon said actuating means and braking means, and means controlled by the last named movement of said lever for controlling said speed control means.

5 In combination, a reversible prime" mover, actuating means operable by a certain pressure of fluid in one pipe to effect starting of said prime mover in one direction, by a different pressure of fluid in said pipe to provide for running of said prime mover in said one direction afterbeing started, and being operable by a certain fluid pressure in a, second pipe to effect starting of said prime mover in the reverse direction and by a different pressure of fluid in said second pipe to provide for running of said prime mover in said reverse direction, said actuating means being responsive to equal pressures of fluid in both of said pipes to stop said prime mover, control means including a lever having a stop position and operable with said lever in stop position to provide said equal pressures of fluid in both of said pipes, said lever having at one side of said stop position a start position and a run position and being operable in said start and run positions to efiect operation of said control means to provide respectively said certain and diiferent pressures of fluid in said one pipe, said lever having at the opposite side of said stop position a start position and a run position and being operable in the last named start and run positions to efiect operation of said control means to provide said certain and different pressures of fluid in said second pipe, braking means operable by fluid under pressure to brake said prime mover, valve means operable by said lever in said start and g5 stop positions to supply fluid under pressure to effect operation of said braking means to brake said prime mover, and conditionable by said lever in both run positions to release fluid under pressure to render said braking means ineffective, fluid pressure adjustable speed regulating means operable to adjust the speed or power output of said prime mover, valve means operable by said lever to regulate the pressure of fluid in said speed regulating means, and means controlling movement of said lever and operable to condition said lever and the last named valve means to provide for operation of said prime mover at a, chosen low speed with said lever in all positions except said run positions and to render said lever movable relative to said control means only from said run positions to effect operation of the last named valve means to accelerate said prime mover.

ELLIS E. HEWITT. ARTHUR G. LARSON.

1 REFERENCES CITED so file of this patent:

UNITED STATES PATENTS Number Name Date 1,542,004 Renshaw June 16, 1925 2,075,917 Vorech Apr. 6, 1937 2,274,734 Esnault-Pelterie Mar. 3, 1942 2,288,173 Wohanka June 30, 1942 2,289,654 Keel et a1 July 14, 1942 2,346,820 Casler Apr. 18, 1944 

